MICHIGAN DEPARTMENT OF TRANSPORTATION

MDOT

Stainless and Stainless-Clad Reinforcement for Highway Bridge Use

Steven Kahl, P.E.

Experimental Studies Group

Operations Field Services Division
Research Projects G-0329, G-0330
Research Report RC-1560

Michigan Transportation Commission

Jerrold M. Jung, Chairman
Todd Wyatt, Vice Chairman
Linda Miller Atkinson, Commissioner
Charles F. Moser, Commissioner
Michael D. Hayes, Commissioner

Kirk T. Steudle, Director

Lansing, Michigan

August 8, 2012
 Technical Report Documentation Page
1. Report No. 2. Government Accession 3. MDOT Project Manager
RC-1560 No. Steven Kahl, P.E.
4. Title and Subtitle 5. Report Date
Stainless and Stainless-Clad Reinforcement for Highway Bridge December 2011
Use 6. Performing Organization Code

7. Author(s) 8. Performing Org. Report No.

Steven Kahl, P.E. 99G – 0329
99G - 0330
9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)
Michigan Department of Transportation
Operations Field Services Division 11. Contract No.
P.O. Box 30049
Lansing, Michigan 48909
11(a). Authorization No.

12. Sponsoring Agency Name and Address 13. Type of Report & Period
Michigan Department of Transportation Covered
Operation Field Services Division Final
425 West Ottawa Street
14. Sponsoring Agency Code
Lansing Michigan 48933
15. Supplementary Notes
16. Abstract
Stainless steel as concrete reinforcement has been in use for several decades. Although highly resistant to
corrosion, and able to provide greater than 100 years maintenance-free service life, the main drawback to
widespread use has been the cost of the material. Stainless steel reinforcement has a higher price premium
than epoxy coated reinforcement, but overall the cost accounts for less than ten percent of typical bridge
rehabilitation projects. To help offset the price premium of solid stainless reinforcement, stainless-clad
reinforcement (SCR) is available in selected reinforcement sizes, and provides the corrosion resistance of
solid stainless steel at a lower cost.
Considerations for use of stainless and stainless-clad reinforcement include locations where: future repair
and maintenance would be very disruptive to traffic, requiring mitigation measures to minimize travel
delay; over navigable waterways or protected wetlands sensitive to environmental impact from construction
activity; the reinforcement concrete cover is less than three inches; and bridges located over high volume
railway lines where access and right of way restrictions exist. Life cycle cost analysis (LCCA) should be
used, including consideration of user delay costs, to provide the best choice for the traveling public.
LCCA for selected structures demonstrated a lower present value cost for the stainless steel and SCR
alternative, and a break-even point when the epoxy-coated reinforced bridge deck attains 83 years
maintenance-free service life. Conversely, the break-even point for the stainless and SCR alternative is
when the material costs exceed 24 percent of the construction cost. The cost savings are expected to further
improve when reduced concrete cover and utilization of empirical bridge deck design are incorporated.
Selective use of stainless and stainless-clad reinforcement, along with cost savings from reduced concrete
cover and deck design with less reinforcement, will provide a reasonable balance between higher cost and
maximizing service life. Use of stainless steel and stainless-clad steel for bridge deck construction ensures
a long life with low maintenance costs, providing a more sustainable solution. The challenge remains,
however, to overcome the barriers in funding the increased cost of these corrosion resistant materials.
17. Key Words 18. Distribution Statement
Stainless steel, stainless-clad reinforcement, life cycle No restrictions. This document is available to
cost, corrosion, bridge deck, service life, sustainability the public through the Michigan Department
of Transportation.
19. Security Classification - 20. Security Classification 21. No. of Pages 22. Price
report - page 26
Unclassified Unclassified

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 DISCLAIMER

The contents of this report reflect the views of the authors who are responsible for the
facts and the accuracy of the data presented herein. The contents do not necessarily
reflect the views or policies of the Michigan Department of Transportation or the Federal
Highway Administration. This report does not constitute a standard, specification, or
regulation.

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 TABLE OF CONTENTS

List of Figures .............................................................................................................................. vii

List of Tables ............................................................................................................................... vii

Executive Summary ...................................................................................................................... 1

Action Plan .................................................................................................................................... 3

Introduction ................................................................................................................................... 4

Objective and Scope...................................................................................................................... 5

Stainless Steel Reinforcement ...................................................................................................... 6

Stainless-Clad Steel Reinforcement (SCR) ................................................................................. 6

Stainless and Stainless Clad Reinforced Bridge Decks in Michigan ........................................ 9

Use Considerations...................................................................................................................... 14

Other States’ Use of Stainless Steel and SCR........................................................................... 17

Life Cycle Cost Analysis ............................................................................................................. 18

Sustainability ............................................................................................................................... 21

Conclusions .................................................................................................................................. 21

References .................................................................................................................................... 23

Appendix A .................................................................................................................................. 25

vi
 List of Figures

Figure 1. Pier In Progreso, Yucatan Peninsula, Mexico, Constructed In 1937-41 With

Equivalent Type 304 Stainless Reinforcement. ...................................................................... 5

Figure 2. Cross Section View Of #6 Size Stainless-Clad Reinforcement. .................................... 6

Figure 3. Cladding Defect At Outside Of 5d Bend Radius With #6 Size Reinforcement. ............ 7

Figure 4. Corrosion Test Equipment And Sample Configuration For Stainless-Clad

Reinforcement Testing. ........................................................................................................... 8

Figure 5. Magnified Cross Section (20x) Of Stainless-Clad Reinforcement Sample Showing

Pitting Corrosion Of The Carbon Steel. .................................................................................. 8

Figure 6. Stainless Steel Reinforced Bridge Deck Surface, S03 Of 63103, I-696 Over Lenox
Road, Ferndale, Michigan, In April 2008. .............................................................................. 9

Figure 7. Rohrback Cosasco Corrosometer Model 650-T-50 Corrosion Probe Tied To Top Mat
Reinforcement Of R12-3 Of 33045. ..................................................................................... 10

Figure 8. Stainless-Clad Reinforcement With End Caps Shown. The Smaller Reinforcement Is
Solid Stainless. ...................................................................................................................... 11

Figure 9. Cost Premium Of Stainless Steel Reinforcement In Relation To Deck Surface Area In
2010 Dollars. ......................................................................................................................... 15

Figure 10. Stainless Steel Reinforcement Installed On R12-4 Of 33045. ................................... 16

List of Tables

Table 1. Corrosion Probe Resistance Ratio Readings For Corrosometer T-50. .......................... 11

Table 2. Location And Cost Summary Of Bridge Decks Built With Stainless Steel
Reinforcement. ...................................................................................................................... 13

Table 3. Stainless Reinforcement Types Permitted By Mdot Special Provision. ........................ 14

Table 4. Life Cycle Cost Analysis Summary, With Costs In Present Value Dollars (2010)....... 20

vii
 Executive Summary

As the national highway system infrastructure ages, the deterioration of reinforced concrete
structures has become a major issue for highway agencies. The cost due to corrosion of steel and
reinforced concrete structures is significant, at $3.9 billion annually (Koch, 2002). Bridge decks
constructed in the 1960's in urban areas generally have had deck overlays and even replacement
in less than 40 years.

Bridge deck deterioration generally results from corrosion of steel reinforcement. During the
winter months, the Michigan Department of Transportation (MDOT) uses chloride-based deicing
chemicals for snow and ice control. Chloride ions reach the reinforcing steel by penetrating the
concrete via diffusion through pores and directly through cracks in the concrete surface. The
chloride ions act as a catalyst to initiate steel reinforcement corrosion, and the corrosion by-
products exert expansive forces on the concrete to cause delamination and spalling.

Epoxy-coated reinforcement (ECR) was first used in Michigan in the early 1980’s as a means to
extend the service life of highway structures. The epoxy coating is a barrier system intended to
prevent moisture and chlorides from reaching the surface of the reinforcing steel. It also serves
to electrically insulate the steel to minimize the flow of corrosion current. With 30 years of use
to date, ECR is estimated to provide at least 60 years of maintenance-free service life for
Michigan bridge decks.

Stainless steel reinforcement has been in use as far back as the late 1930’s. Although highly
resistant to corrosion, thereby providing more than an estimated 100 years of bridge deck
maintenance-free service life, the drawback to widespread use has been the material cost. One
approach to reduce material costs was developed in the 1980’s , using stainless steel as a
cladding over carbon steel reinforcement. When material costs alone are considered, stainless
reinforcement price per pound is three to five times greater and stainless-clad reinforcement
nearly twice that of ECR. When considered as a portion of the construction project cost,
however, stainless steel reinforcement generally accounts for less than ten percent.

Minimizing the construction cost is an important consideration, but the cost to maintain the
structure over its entire service life should be evaluated, including the impact to users. With
increasing focus on providing mobility in transportation, user delay costs should be considered in
life-cycle cost analysis (LCCA). LCCA comparing use of ECR to stainless and stainless-clad
reinforcement for selected structures resulted in a lower present value cost for the stainless and
stainless-clad reinforcement alternative, and a break-even point when the ECR bridge deck
attains 85 years maintenance-free service life. Conversely, the break-even point for the stainless
and stainless-clad reinforcement alternative is when the material costs exceed 24 percent of the
construction cost.

Considerations for use of stainless and stainless-clad reinforcement include locations where:
future repair and maintenance would be very disruptive to traffic, requiring mitigation measures
to minimize travel delay; over navigable waterways or protected wetlands sensitive to
environmental impact from construction activity; where the concrete cover over the
reinforcement is less than three inches (due to local geometric restrictions or strength limitations

1
of the existing substructure); and bridges located over high volume railway lines where access
and right of way restrictions exist.

Selective use of stainless and stainless-clad reinforcement, along with cost savings from reduced
concrete cover and deck design with less reinforcement, will provide a reasonable balance
between higher cost and maximizing service life. Use of stainless steel and stainless-clad steel
for bridge deck construction ensures a long life with low maintenance costs, providing a more
sustainable solution. The challenge remains, however, to overcome the barriers to funding the
increased cost of using corrosion resistant materials.

2
Action Plan

• Request approval of the report recommendations by the Executive Operations Committee

• Place recommendations for stainless and stainless-clad reinforcement use criteria in

Bridge Design Manual

• Track developments in stainless and stainless-clad reinforcement production and update

the frequently used special provision for newer types of stainless steel (Experimental
Studies Group)

• Track stainless and stainless-clad reinforcement contract bid pricing in the Work Item
Reporting System, identify and recommend appropriate Engineer’s estimate bid price to
Specifications and Estimates Unit in Design Division (Experimental Studies Group)

3
 Introduction

The deterioration of reinforced concrete structures has become a major liability for highway
agencies. The cost due to corrosion of steel and reinforced concrete alone is significant, at $3.9
billion annually (Koch, 2002). Bridge decks constructed in the 1960's in urban areas generally
have had deck overlays and even replacement in less than 40 years.

One cause of concrete bridge deck deterioration is corrosion of the steel reinforcement,
accelerated by the presence of chlorides. Chloride ions from deicing chemicals reach the
reinforcing steel by penetrating the concrete via the pore water (diffusion) and through cracks in
the concrete. The chloride ions initiate corrosion by depassivating and/or penetrating the iron
oxide film on the reinforcement and reacting with iron to form a soluble iron-chloride complex
(Fraczek, 1987). When the iron-chloride complex diffuses away from the reinforcement to an
area of greater alkalinity and concentration of oxygen, it reacts with hydroxyl ions to form Fe
(OH) 2, which frees the chloride ions to continue the corrosion process, if the supply of available
water and oxygen is adequate.

The distribution of chlorides in a concrete bridge deck is not uniform. The chlorides typically
enter the concrete from the top surface. The top mat of reinforcing steel is then exposed to
higher concentrations of chlorides. The chlorides shift the electrical potential of the top mat
reinforcing steel to a more negative (anodic) value as compared to the bottom mat reinforcement,
which sets up a galvanic type of corrosion cell called a macro cell. The concrete serves as the
electrolyte, and wire ties, metal chair supports, and steel bars serve as metallic conductors. An
electric circuit is established. Likewise, the concentration of chlorides is not uniform along the
length of the top mat reinforcement due to the heterogeneity of the concrete and uneven deicer
application. These differences in chloride concentrations establish anodes and cathodes on
individual steel bars in the top mat and result in the formation of microcells.

The corrosion products of steel reinforcing bars occupy a volume three to six times the volume
of the original steel. This increase in volume induces tensile stresses in the concrete that result
in cracks, delaminations, and spalls. This accelerates the corrosion process by providing an easy
pathway for the water and chlorides to reach the steel. Eventually the bridge deck surface ride
quality deteriorates due to the concrete spalling, and reaches the end of its maintenance-free
service life, as action is required to improve the structure. Generally this occurs when a bridge
deck surface has 15 percent or greater delaminations and spalls.

Most corrosion protection measures increase the service life of reinforced concrete structures by
disrupting the corrosion process. Applying physical barriers to the steel surface such as epoxy
coating prevents moisture, oxygen, and chloride ions from contact. Use of high resistivity and
polymer modified concretes impede the electrical pathway. Placement of additional concrete
cover over the reinforcement, or lowering the water-cement ratio of the concrete to reduce
permeability, increases the time to corrosion. Concrete permeability can also be reduced by the
use of admixtures. Corrosion inhibitors also reduce permeability and protect the passive iron
oxide film on the steel surface.

4
Epoxy-coated reinforcing steel (ECR) was first used in Michigan in the early 1980’s as a means
to protect the reinforcing steel and extend the useful life of highway structures. The epoxy
coating is a barrier system intended to prevent moisture and chlorides from reaching the surface
of the reinforcing steel. It also serves to electrically insulate the steel to minimize the flow of
corrosion current. With 30 years of use to date, ECR is estimated to provide 60 years of
maintenance-free service life for Michigan bridge decks. Stainless and stainless-clad steel
reinforcement, however, provide greater than 100 years of maintenance-free service life.

A great example of stainless steel reinforced concrete durability is a pier in Progreso, Mexico.
See Figure 1. Constructed between 1937 and 1941, the 6,900-foot-long pier shows almost no
sign of deterioration, whereas an adjacent pier made of plain steel reinforcement in the 1960's
has virtually disappeared. A total of 450,000 lbs. of equivalent type 304 stainless steel
reinforcement, 1.2 in diameter, was used on the first pier because of the hot, humid marine
environment and because the concrete was made of local limestone aggregate that had a
relatively high porosity. The remaining service lifetime is estimated to be at least 20 to 30 years,
even without any significant routine maintenance activities (Arminox, 1999, Castro-Borges,
2002).

Figure 1. Pier in Progreso, Yucatan Peninsula, Mexico, constructed in 1937-41 with equivalent type 304 stainless
reinforcement. Pictures dated December 1998. Note in foreground of the right picture the remains of an adjacent
pier constructed with carbon steel in the 1960’s.

Objective and Scope

This report will identify the advantages and limitations of solid stainless steel and stainless-clad
reinforcement for use in bridge deck construction. By examining physical and mechanical
properties, design and construction criteria are recommended. Life cycle cost analysis is utilized
to identify cost considerations and benefits by using superior corrosion resistant materials in
bridge deck construction, and to develop a rationale for use consideration.

5
 Stainless Steel Reinforcement

Stainless steels contain a chromium content of at least 10.5 percent by weight. Other elements,
such as nickel and molybdenum, are added for improved corrosion resistance. Several different
types, categories, and grades are available, determined by the chemical composition,
manufacturing process, and extent of cold working. Stainless steels are grouped into five broad
categories: austenitic, ferritic, duplex (austenitic-ferritic), martensitic, and precipitation
hardening. These categories are based upon alloy chemistry and microstructure. The tightly
adhering chromium oxide film that forms on the surface of the metal is what gives the
exceptional corrosion resistance of stainless steel. After processing, the stainless steel is usually
pickled (dipped in acid) to dissolve mill scale and promote formation of the oxide film
(passivation).

A common stainless steel (used for many applications including tableware and diskette sheaths)
is austenitic type 304. Also known as 18-8 stainless, type 304 has chromium content of 18
percent and nickel content of 8 percent. Type 316, another austenitic stainless, has molybdenum
added for increased corrosion resistance. Nitrogen is added for weldability and strength, as in
type 316LN. Generally austenitic stainless steels can be hardened by cold working to achieve
very high strengths. Duplex stainless steel type 2205 has increased resistance to chloride stress
corrosion cracking, and is used frequently in the offshore oil industry. The name specifies the
chromium and nickel content, 22 and 5 percent, respectively. There are a wide variety of
stainless steels to fit particular applications, with new formulations added frequently.

Stainless-Clad Steel Reinforcement (SCR).

One type of SCR consists of 0.04 to 0.16 in thick stainless cladding over carbon steel. Refer to
Figure 2 for a typical cross section of SCR. Although the company is headquartered in the U.S.,
the product is made in the United Kingdom. According to their website, the stainless cladding
tube is longitudinally seam welded, and then the carbon steel core is packed into the tube, and
hot rolled for the final shape.

Figure 2. Cross section view of #6 (nominal

¾ in diameter) size SCR.

6
The SCR was evaluated by subjecting samples to bending, tensile, fatigue, and corrosion testing
at MDOT facilities. The test samples provided were reputed to be from manufactured lots, but
the sampling procedure was not witnessed.

Tensile testing was conducted at the MDOT in-house laboratory facility according to ASTM
International (ASTM) Standard A370. During tensile testing, the #6 size SCR fractured in the
grips two out of three times. The sample that fractured within the gage limits had a yield of 69
ksi and an ultimate strength of 99 ksi, meeting ASTM Standard A615 Grade 60 (60 ksi minimum
yield strength) requirements. Samples of #5 sizes SCR tested also met ASTM Standard A615
Grade 60 requirements, averaging 72 ksi for yield and 108 ksi for ultimate strength.

The #6 size SCR samples were bent 180° around a 3.75 in mandrel, which was more severe than
the MDOT minimum 4.5 in bend radius. The first sample had cladding separate between the
ribs, as shown in Figure 3. Two other samples were tested, and no openings were observed in
the cladding around the outside edge of the bend. It is unlikely that cladding will separate with
larger bend radius. The #5 size SCR samples were bent around a 2.188 in mandrel, tighter than
the MDOT specification minimum 2.5 in radius requirement for stirrups and ties. No opening of
cladding was observed on any of the three bend test samples.

Figure 3. Cladding defect at outside of 3.75 in bend radius

with #6 size SCR. Note the standard bend radius is 4.5 in
for this size. The remaining #6 size samples and all #5 size
samples passed bend testing.

According to the American Association of State Highway and Transportation Officials

(AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications 5th
Edition, subsection 5.5.3.1, fatigue need not be considered for multi girder superstructures.
However, the possibility of the stainless cladding to separate from the core steel was
investigated. The fatigue life of a detail is considered infinite when the cyclical stress range is
less than the constant amplitude fatigue limit (CAFL), the allowable fatigue stress range for more
than 2 million cycles on a redundant load path structure. The stainless cladding longitudinal
seam weld is considered a stress category B′ detail, with a CAFL of 12 ksi (LRFD Table
6.6.1.2.5-3). Over a 75 year period this represents approximately 1,035 trucks per day (single
lane). The MDOT structures lab Materials Testing Systems Model 400 uniaxial tensile testing
machine was used to load a #6 size SCR at a stress range of 12 to 24 ksi, at a loading rate of nine
cycles per second. After completion of 2,000,000 cycles, the sample was found by inspection to

7
have no defects or cladding separation. Since the stress range used in the testing was greater
than the 12 ksi fatigue limit, it is unlikely that the seam weld will separate over its service life.
Samples of the #6 size SCR were cut and mounted into the MDOT structures lab wet-dry cycling
tank to determine effects of corrosion of the exposed cut ends. Three sample shapes were used;
one straight, one with a cladding defect (1/4 in hole drilled through the cladding), and one bent
section. The corrosion test was modified from ASTM Standard G44 by using a high pH 12
solution of 3.5 percent salt water to simulate concrete pore water contaminated with chlorides,
and a neutral pH 7 solution of 3.5 percent salt water to simulate the breakdown of the passive
steel surface. The cut ends were sealed with 3M Scotchkote® 214 epoxy. The exposure
duration was for 90 days, with constant wet-dry cycling ratio of 2:1. This meant that the samples
were submerged for 40 minutes and dried for 20 minutes per hour, 24 hours a day, for a total of
2,160 wet-dry cycles. See Figure 4.

Figure 4. Corrosion test equipment and sample configuration for stainless-clad reinforcement testing.

At the end of the 90 day corrosion test, samples were removed, cleaned, and examined. The
most corrosion and loss of core steel section in the samples occurred as expected in the neutral
pH tank. Samples mounted in the high pH tank, simulating the concrete environment that would
passivate the steel, had the least corrosion damage and loss of section. The maximum pitting
corrosion observed on the ends did not penetrate further than 0.060 in. Measurements were
obtained using a depth micrometer. See Figure 5. The epoxy coating did not protect the cut ends
from corrosion, but it is anticipated that end corrosion would have little impact on the expected
maintenance-free service life.

Figure 5. Magnified cross section (20x) of #6 size SCR

showing pitting corrosion of the carbon steel. Note the
stainless cladding in the upper right corner of the picture is
unaffected (saw marks are visible).

8
 Stainless and Stainless Clad Reinforced Bridge Decks in Michigan

The earliest deck built using stainless steel reinforcement was constructed in 1983. This
structure, S03 of 63103, I-696 over Lenox Road, Ferndale, Michigan, was constructed with
63,000 lb. of type 304 stainless steel reinforcement for the eastbound deck, and epoxy coated
reinforcement for the westbound deck. The cost was $4.33/lb. adjusted in 2011 dollars.

A visual inspection was made in April 2008, where photos and crack mapping were collected for
both decks, and no deterioration of the stainless steel reinforced deck was observed. The epoxy
coated reinforced deck showed minor deterioration, as evidenced by asphalt patches at the bridge
side of the expansion joint. See Figure 6.

Figure 6. Stainless steel reinforced bridge deck surface,

S03 of 63103, I-696 over Lenox Road, Ferndale, Michigan,
in April 2008.

In 1999, S09 of 82104, M-8 (Davison Freeway) under Oakland Avenue, was constructed using
type 304 stainless steel reinforcement. In order to retain the existing roadway approach
geometry, the bridge deck was constructed with a thickness of 7 in, and concrete cover of 1.5 in
over the top mat steel reinforcement. The approach geometry and cover restrictions were the
primary reason stainless reinforcement had been selected for this deck. This restriction also
required the use of 759 stainless steel mechanical reinforcement splices due to part-width
construction.

Similarly, in 2004, the bridge deck on S27 of 82022, I-94 over Greenfield Avenue, was
reconstructed using stainless steel reinforcement. In order to retain the existing roadway
approach geometry and maintain the existing deck thickness, the bridge deck was constructed
with a thickness of 8 in, and concrete cover of 2 in over the top mat steel reinforcement.

The first attempt at using SCR was in 2001. The Federal Highway Administration (FHWA),
through the Innovative Bridge Research and Construction (IBRC) program, provided funding.
This three lane bridge, R12-4 of 33045, westbound I-496 over CSX Railroad and Holmes Road
in Lansing, Michigan, is over 550 ft. long. To reduce dead load on the existing substructure, the
deck thickness was limited to 8 in (2 in clear cover). The adjacent bridge, R12-3 of 33045,
eastbound I-496 over CSX Railroad and Holmes Road, was constructed with ECR.

9
The SCR was a proprietary product made in a foreign country. The federal regulation in Title 23
United States Code, Section 635.411, Material or Product Selection, prohibit funding proprietary
products, but provides specific exemptions. The exemption under §635.411 (a) (3) states “Such
patented or proprietary item is used for research or for a distinctive type of construction on
relatively short sections of road for experimental purposes.” Additionally, a Buy America
waiver was required for the SCR manufactured in the United Kingdom. Title 23 USC Section
313 outlines the allowable exemptions to Buy America. Because the SCR was not “…produced
in the United States in sufficient and reasonably available quantities and of a satisfactory quality
[§313 (b) (2)],” a Buy America waiver was granted by the FHWA for the project. No U.S. steel
manufacturer produced SCR, although one company was in the developmental stage at the time.

Some weeks after the order was placed, the manufacturer notified MDOT that the #4 size
reinforcement was not available, and they would substitute with #5 size reinforcement at no
additional cost to the contractor. As the delivery date approached, the manufacturer notified
MDOT that they could not guarantee delivery of all SCR by the time stipulated. Because the
bridge project was part of a larger corridor reconstruction of I-496, supply became a critical issue
to the contractor. A meeting was held with MDOT, the contractor, and consultant overseeing the
project, and it was decided to cancel the SCR order.

Solid stainless steel reinforcement Type 304L was substituted for the SCR. As part of the
experimental work plan, a corrosion monitoring probe was installed on the top mat reinforcement
of the eastbound bridge deck (ECR) to indicate when deterioration occurs. Because the deck
concrete cover was reduced to 2 in, it is anticipated that the ECR deck service life will be
shortened by 10 to 15 years. The probe was made from ASTM Standard A615 Grade 60 steel,
epoxy coated with 3M Scotchkote® 214 Epoxy Resin, and manufactured by Rohrback Cosasco
Systems. See Figure 7.

Figure 7. Rohrback Cosasco Corrosometer Model 650-T-50

corrosion probe tied to top mat reinforcement of R12-3 of
33045.

The probe functions by measuring metal loss through corrosion by electrical resistance. As the
probe metal corrodes the electrical resistance increases. The readings indicate the relative
resistance ratio of the probe to the temperature compensating reference circuit. When plotted
over time, the slope of the curve gives the corrosion rate in mils per year (equation 1).

∆ dial reading
Corrosion Rate (mils per year ) = × 0.365 × probe span Equation 1
∆ time (days )

10
The resistance ratio readings have mostly remained at or below the initial reading, indicating that
the probe steel has not corroded, and by association, the ECR in the top mat (Table 1). If 1 mil
(0.001 in) of corrosion byproducts is sufficient to crack concrete, then a 35 year service life
corrosion rate of 1/35 mils per year would correspond to an increase of 40 units above the
baseline level. The baseline level of 187 was determined by the 99th percentile normal
distribution of eight years’ data.
Table 1. Corrosion probe resistance ratio readings for Corrosometer
Model 650-T-50 (probe span = 25).
Date Probe Reading Date Probe Reading
4/12/2002 185 5/4/2007 182
8/6/2003 180 11/8/2007 184
8/3/2005 171 4/17/2008 169
11/14/2005 187 11/20/2008 185
6/2/2006 168 10/15/2009 182
10/31/2006 176 11/08/2010 180
th
Baseline (99 percentile) Probe Reading 187

The next attempt to use SCR was for a bridge carrying I-94 over the Galien River in Berrien
County, Michigan, a dual structure sharing a common abutment. Each structure has a 60 ft. clear
roadway width comprised of three 12 ft. lanes and two 12 ft. shoulders, and is 195 ft. long. The
primary reinforcement was #5 size (5/8 in nominal diameter); with the temperature and
distribution steel of #3 size (3/8 in nominal diameter). Because the smallest available SCR was
#5, solid stainless steel was used for the #3 reinforcement. The manufacturer of the SCR
stockpiled inventory at a U.S. facility which resulted in timely delivery. The manufacturer had
provided end caps for the SCR as shown in Figure 8. The mixture of solid stainless
reinforcement and SCR will provide equivalent maintenance-free service life as a deck
constructed entirely with solid stainless reinforcement.

Figure 8. SCR (#5 size) with end caps shown. The smaller
reinforcement shown (#3 size) is solid stainless.

A recent use of stainless steel reinforcement was on the twin structures carrying I-94 over
Riverside Drive in Battle Creek, Michigan. This dual structure shares a common abutment.

11
Each bound is a single span, 69 ft. length, 63 ft. -5⅝ in out to out width, with a 60 ft. -2⅝ in clear
roadway, supported by 33 in depth prestressed concrete spread box beams.

The bridge deck reinforcement was a low carbon duplex stainless steel (ASTM Standard A276
type 2304) that consisted of replacing nickel and molybdenum content with chromium. The
chemical composition lowered the material cost by an estimated 30 percent, based on a quotation
from the manufacturer of $2.80/lb. FOB (free on board) destination, not including fabrication
and installation. The contractor’s bid price to furnish and install the stainless steel reinforcement
was $3.74/lb., consistent with historical pricing, but not reflective of the traditional costs to
furnish and install reinforcement. The labor costs for fabrication and installation is typically
$0.32/lb. (Craftsman Book Company, 2011)

One year later, the same stainless steel reinforcement type (and manufacturer) was used on a
bridge project on M-37 over the Pine River, Wexford County, Michigan, but with the
contractor’s bid price (fabricated, furnished, and installed) of $2.70/lb.

As of December 2011, ten bridge decks have been constructed with stainless steel reinforcement,
and one with stainless steel and SCR. See Table 2 for a summary.

12
 Table 2. Location and cost summary of bridge decks built with stainless steel reinforcement.

Stainless Bid price $/lb., Stainless Bridge Percentage of

Year Bid Price
Structure Location reinforcement inflation Quantity (lb.) reinforcement Construction Construction
Built $/lb.
Type adjusted 2011 Cost ($)† Cost ($)† Cost (%)

S03 of 63103 WB I-696 over Lenox Rd., 1983 304 $2.00 $4.33 35,769 $71,538 $1,494,833 4.79
Ferndale and Royal Oak

S09 of 82104 Oakland over Davidson 2000 316 $3.63 $4.55 100,300 $363,966 $1,940,230 18.8

R12-4 of 33045 WB I-496 over Holmes 2001 304L $3.88 $4.73 139,400 $540,574 $3,710,000 14.6
Rd. and CSX RR

S19 of 82191 I-75 under London-Moore, 2002 316LN $3.00 $3.60 55,392 $165,799 $1,489,286 11.1
Detroit

S22 of 82191 I-75 under Champaign, 2002 316LN $3.00 $3.60 72,983 $218,454 $1,489,287 14.7
Detroit

S01 of 82194 I-75 under Cicotte Ave., 2002 316LN $3.00 $3.60 45,095 $134,977 $3,889,109 3.47
Detroit

S27 of 82022 I-94 over Greenfield Road, 2004 304 $3.50 $4.00 156,888 $549,106 $1,585,773* 34.6
Detroit
I-94 over Galien River, 304 solid $5.00 solid $5.01 solid 72,306 solid $361,530 solid
B01 of 11015 2008 $3,947,690 13.4
Berrien County 316LN clad $1.75 clad $1.76 clad 95,266 clad $166,715 clad
EB and WB I-94 over
S05 of 13081 Riverside Drive, Battle 2010 2304 $3.74 $3.74 62,771 $234,764 $2,715,143 8.64
Creek
M-37 over Pine River,
B01 of 83011 2011 2304 $2.70 $2.70 94,071 $253,992 $1,856,394 13.7
Wexford County

All structures built in 2002 and before had a dissimilar metals isolation requirement for stainless steel. This requirement was removed in 2003.
†
Not adjusted for inflation.
*Project scope was for deck reconstruction only, not complete bridge replacement, therefore a higher percentage results.
 Use Considerations

Selection of the proper stainless steel for a given application depends on the particular service
environment to which the material will be exposed, and the desired mechanical properties. The
ASTM Standard A276 specifies chemical composition of most stainless grades. For stainless
used as concrete reinforcement, ASTM Standard A955 specifies the required mechanical
properties and corrosion resistance.

A study reviewing bridges with corrosion resistant reinforcement notes that the most common
types State Departments of Transportation have used are stainless 316LN austenitic and 2205
duplex (Hartt, 2006). Some properties of stainless steel reinforcement types allowed by MDOT
special provision are listed in Table 3. Magnetic permeability is shown for information as it can
indicate the relative success of performing a magnet test on reinforcement as quick field
verification. The chloride threshold is an indicator of qualitative corrosion performance as
compared to mild steel. A higher chloride threshold indicates more corrosion resistance.
Typically the time to corrosion is estimated with consideration of the timeframe for the chloride
concentration at the reinforcement depth to reach the chloride threshold level.

Table 3. Some properties of stainless steel reinforcement types permitted by MDOT special provision.
Stainless reinforcement Type* Classification Magnetic permeability Chloride Threshold
(mild steel = 200) (lb. /yd3 concrete)
241 (XM-28) Austenitic 0 to 1 19 (est.)
304, 304L Austenitic 1 to 8 19 (a)
316, 316LN Austenitic 0 to 1 31 (a)
2205 Duplex 60 to 120 > 22 (b)
2304 Duplex 100 to 200 (est.) > 22 (est.)
Mild steel n/a 200 1.2
* refer to ASTM Standard A955, Table 2 for further information. L = low carbon content. N = nitrogen added for
strength. Sources: (a) McDonald et. al., 1998; (b) Ji et. al., 2005; (est.) = this author’s estimate.

Using stainless steel and SCR requires no modification to current bridge deck design standards.
Solid stainless reinforcement is available in 60 and 75 ksi yield stress, while SCR is available in
60 ksi yield stress. The development and lap lengths are the same as for uncoated reinforcement.
To reduce the stainless steel quantity required for deck reinforcement, 75 ksi design yield stress,
or empirical deck design as allowed by the AASHTO LRFD Specifications could be used. In
some cases the steel reinforcement required in an empirical bridge deck design can be reduced
by up to 30 percent. Stainless steel and SCR are marginally heavier than standard reinforcement,
so the nominal weight is adjusted by a factor of 1.02 when computing quantities.

Other design considerations for stainless steel and SCR may include use of a thinner deck cross
section in cases of geometric or dead load restrictions. For instance, some structures built in the
1960’s carrying local roads over urban depressed freeways were constructed in Michigan with a
7- ½ in minimum thickness parabolic crown deck. Many cross streets and service drives along
freeways intersect the carried routes. Reconstruction to current design requirements of 3 in
concrete cover and a linear 1.5 percent cross slope would entail a deck thickness of 9 in at the
centerline and greater thickness at the edges. The greater deck thickness would require
reconstruction of the approach pavements, and depending on the location, possibly the entire
intersection. The increased dead load also would limit the structure’s live load capacity, since
most bridges of the era were designed for smaller truck loads than current design standards. In
some cases the additional dead load would require the strengthening or replacement of
substructure components. Using stainless and SCR in the deck would allow for the existing deck
and approach profiles and substructure to remain unchanged, at a significant cost savings.

In estimating the cost of solid stainless steel and SCR, current prices should be obtained from
suppliers. The stainless steel reinforcement material price premium and volatility is due to the
nickel and molybdenum content, since these individual components are up to ten times the cost
of chromium. Solid stainless steel and SCR costs are sensitive to bar length, diameter and the
waste when cutting from relatively short stock bars. In addition, prices may vary significantly
between suppliers.

A direct cost comparison of stainless steel reinforcement to ECR was made on a bridge deck
square foot basis, using actual construction costs from the bridge projects listed in Table 2. The
costs include furnishing, fabricating, and installing the reinforcement. The plot shows an
increased material cost of $17.43/SFT in 2011 dollars. In all cases, the stainless steel
reinforcement was directly substituted on a one to one basis for ECR. See Figure 9.

$600,000

$500,000
Stainless Reinforcement Additional Cost, $

$400,000

$300,000
y = 17.434x
2
R = 0.8131

$200,000

$100,000

$0
0 5000 10000 15000 20000 25000 30000 35000
Deck Surface Area, sft

Figure 9. Cost premium of stainless steel reinforcement in relation to deck surface area in 2011 dollars. The cost
premium is based on an ECR cost of $0.96/lb. (taken from the MDOT weighted average item price report for 2011).

15
When specifying stainless steel and SCR, mill scale removal and surface passivation are
required. The mill scale has a lower corrosion resistance than the parent metal, allowing for
eventual pitting corrosion to form at lower chloride threshold levels. Passivation allows for the
tightly adhering chromium oxide film to form that gives stainless steel its corrosion resistance.

For project level quality assurance, MDOT requires the supplier to provide mill certificates for
each lot that shows the material is in conformance to specifications. Samples of each bar size are
collected for acceptance testing. Since stainless steel reinforcement is generally cold rolled, the
amount of cold working can have a significant influence on the yield strength, tensile strength,
and elongation, and can vary by lot. Visual inspection confirms mill scale removal. The
appearance of austenitic stainless steel is different than ASTM A615 steel, as austenitic stainless
has a dull grey finish to it (Figure 10). Duplex stainless, however, is more similar in appearance
to ASTM A615 steel, albeit possessing a slight grey color, and will be magnetic because of its
ferritic grain structure. A simple field test for solid austenitic stainless steel can be performed by
placing a magnet onto the bar surface. Austenitic stainless steel will be non-magnetic, although
it can be made weakly magnetic through cold working.

Figure 10. The solid stainless steel reinforcement

installed on westbound I-496, R12-4 of 33045, has
a dull grey color.

One important advantage that stainless and SCR has over ECR is in handling and storage. ECR
requires extra care in transport, handling, storage, and placement. Coating damage has to be
repaired in the field, adding expense and time to the project. There is little concern over rough
handling of solid stainless or SCR, since both solid and clad surfaces will resist gouges, nicks
and cuts. The SCR is furnished with end caps to protect the exposed mild steel core.

Contact between dissimilar metals was prevented for the earlier bridge projects that used
stainless steel reinforcement by placement of insulating spacers between the stainless
reinforcement and other metals, including shear developers and beam flanges. Some reports
have shown that galvanic coupling of stainless steel with carbon steel in concrete can be
neglected (Qian, 2005; Cui et al., 2008). A report issued by the Ontario Ministry of
Transportation revealed that no distress of the structure is likely from galvanic coupling of

16
stainless and carbon steel during the service life (Hope, 2001). In fact, because the stainless steel
acts poorly as an anode, the coupling effect of stainless to carbon steel is less than that for
passive carbon steel to active (corroding) carbon steel in concrete. Therefore coupling stainless
and carbon steel will not increase the risk of steel corrosion in concrete.

Other States’ Use of Stainless Steel and SCR

Several States’ Departments of Transportation (DOT) have implemented selective use of

stainless and SCR in their bridge projects. The Virginia Department of Transportation (VDOT)
issued a design memorandum for the use of corrosion resistant steel reinforcement, which
includes stainless steel and SCR (VDOT, 2010). The memorandum outlines selection criteria
based on functional classification of the route, and the structural component(s) that would use it.
There are three types of corrosion resistant reinforcement, namely:

1. Solid stainless steel reinforcing bars conforming to ASTM STANDARD

A955/A955M – UNS designations: S24000, S24100, S30400, S31603,
S31653, 31803, S32101;
2. Stainless reinforcing steel clad bars conforming to AASHTO designation: MP
13M/MP 13-04; and
3. Low Carbon/Chromium reinforcing steel bars conforming to ASTM Standard
A1035/A1035M (MMFX-2). [For more information on MMFX-2, refer to
MDOT Research Report R-1499, available at
http://www.michigan.gov/mdot/0,1607,7-151-9622_11045_24249---,00.html.]

The locations where VDOT permits the use of corrosion resistant reinforcement are mostly
confined to the deck slab and concrete diaphragms, parapets, and pier caps under joints.

A survey of state agencies’ use of stainless steel and SCR was conducted by Maine DOT through
the AASHTO Subcommittee on Materials (AASHTO website, 2009). See Table 4.
Table 4. Stainless steel reinforcement and SCR use by select DOT agencies.
State DOT Specification reference SCR allowed ASTM STANDARD A955 stainless steel
types allowed
Virginia Design Memorandum Y S24000, S24100, S30400, S31603,
S31653, S31803, S32101
Pennsylvania 709.1(f) N S24100, S30400, S31653, S31803
New York Bridge Manual Section Y All ASTM STANDARD A955 types
15.12, and Construction
Sections 709-12 and 709-13
Michigan 03SP706(B) and Design Y S24100, S30400, S30403, S31600,
Manual section 7.04 S31603, S31653, S31803, S32304
Oregon Special provision U00530 Y S20910, S24100, S31653, S31803,
S32304
South Dakota Special Provision N S31803
Florida Special Provision Y S31603, S31803
Maryland Special Provision N S31653, S31803
Minnesota Draft Specification N S20910, S24100, S30400, S31603,
S31653, S31803, S32201, S32205,
S32304

17
 Life Cycle Cost Analysis

Life-cycle cost analysis (LCCA) is used when determining the appropriate strategy for
rehabilitation of roads and bridges. LCCA provides a way to quantify the costs of different
rehabilitation scenarios over the anticipated service life period, so that alternatives can be
compared uniformly. One way is to compare the equivalent uniform annual cost (EUAC) of
various strategies, because the alternative with higher initial cost may actually possess the lowest
life cycle cost on an annualized basis.

Typically the EUAC cost is determined from all future cost impacts, including reconstruction,
maintenance, and rehabilitation, and compared (Equation 2). This EUAC gives a better picture
of agency costs to maintain the structure over the intended service life; for example, stainless
steel reinforcement will increase the bridge construction cost by two to eight percent as
compared to ECR, but will reduce future maintenance costs and bypass a rehabilitation cycle.
The EUAC is calculated from the net present value (NPV) of the expenditure and annualized
over the analysis period.

 (1 + i ) n 
EUAC = NPV   (Equation 2),
 (1 + i ) − 1
n

Where:

NPV = Net present value of the expenditure (cost), includes all future costs
Real discount rate (DR), a measure of the “opportunity cost”, or time value of money. It
i =
represents the real interest rate from which the inflation premium has been removed.
n = Number of periods, generally years, between the present and future time.

Sensitivity analysis can be done to account for the uncertainty in LCCA parameter estimation,
such as variance in the real discount rate (DR), user delay costs, and ECR service life estimates.
The DR may be a significant parameter because of its influence in computing present value of
future costs. This report references the real discount rates provided by the White House Office
of Management and Budget, Appendix C of Circular A-94 (OMB website, 2011).

With increasing focus on providing mobility in transportation, user delay costs must be
considered. The Michigan State Transportation Commission policy states:

“During the project scoping process, the Department shall consider the impact on
motorists, including motorist delay cost, when determining the type of project
rehabilitation to be used. Determination of when the work should take place (i.e. days,
nights, weekends, off-season) and use of incentives/disincentives shall be made prior to the
start of design and calculated as part of the cost of the project (Policy 10015, 1996).”

To compare alternatives to using ECR in bridge decks, the reinforcement service life needs to be
reasonably estimated. There have been many reports that have provided an estimation of ECR
service life, and some are summarized below:

18
 • Deck cores analyzed in a Virginia DOT research study on bridge decks between two and
twenty years old revealed that in Virginia the epoxy debonded from the steel in as little as
four years. In addition, the authors pointed out that none of the other laboratory or field
studies on ECR concluded that the ECR would not corrode (Weyers et. al., 2000).
• One laboratory study estimated that ECR would provide long-term corrosion protection
of 46 years (Spectrum News, 2001).
• A Federal Highway Administration (FHWA) report compared A615 black bar, epoxy,
metallic, and metallic clad bars to estimate service life. Bridge decks constructed with
uncoated carbon steel reinforcement have an estimated service life of 9 years, and bridge
decks constructed with ECR have an estimated additional service life of 27 years. In
contrast, a bridge deck constructed with stainless steel reinforcement has an estimated
service life of 75 to 100 years (McDonald, 1998).
• Researchers at Iowa State University analyzed cores from 80 bridges and in conjunction
with developing models of chloride infiltration through the bridge deck and the corrosion
threshold of ECR, estimated service life for Iowa ECR bridge decks of over 50 years
(Fanous, 2000). However, another researcher reviewed the findings and concluded that
the original authors made critical errors in service life estimation by inappropriate survey
techniques, lab evaluation, and methods of analysis (Weyers, 2006).
• Concrete specimens with ECR and black steel reinforcement were subjected to freeze-
thaw cycling and impressed current accelerated corrosion testing to simulate the varying
ages of bridge decks. The ECR corrosion rates from the 160 day accelerated corrosion
test were 2.5 times lower than uncoated steel. The authors recommended a service life of
65 years based on the 2.5 multiplier (Harichandran et. al., 2010).
• Michigan has used ECR in bridge decks for over 30 years. An internal MDOT study
estimated the deterioration curve for the time to poor condition (NBI deck condition
rating of 4, item 58A) for uncoated reinforcement using Markov transition probability
matrix analysis. The results from analyzing NBI deck condition data covering an
inventory of over 1,000 bridge decks indicated that it would take an average of 35 years
to reach poor condition. This model was then used to extrapolate ECR bridge deck
estimated time to poor condition of 70 years (Boatman, 2010).

A computer program was developed by the Building and Fire Research Laboratory at the
National Institute of Standards and Technology (NIST), called BridgeLCC 2.0. According to the
user manual, the LCCA used in the program was based on ASTM Standard E917 “Standard
Practice for Measuring Life-Cycle Costs of Buildings and Building Systems,” and a cost
classification scheme developed by NIST. The program allows for basic and advanced modes,
including Monte Carlo simulation (Ehlen, 2003).

A basic LCCA was completed using BridgeLCC 2.0 for alternative rehabilitation strategies on
the bridge B01-3 and -4 of 11015, EB and WB I-94 over the Galien River, Berrien County. This
bridge was constructed in 2008 using stainless and stainless-clad reinforcement in the deck. The
bridges are twin structures, each carrying two lanes of I-94 traffic with a width of 61 ft. - 2 in and
length of 195 ft. The average daily traffic for this corridor is 55,900 vehicles, with 24 percent
commercial trucks. The analysis period was defined as 100 years.

The median service life for the ECR bridge deck was chosen at 60 years to coincide with current
MDOT forecasting. Based on estimates in published literature, a service life of 100 years was

19
selected for the stainless steel reinforced bridge deck. In this analysis, the construction cost is
not broken down by element (deck, substructure, etc.), but a lump sum cost is given instead for
each alternative. Because ECR was not used to construct this bridge deck, the construction cost
for the ECR deck alternative was estimated by substituting the stainless and SCR pay items with
the ECR bid price from the project. Rehabilitation costs recurring over the service life are based
on the MDOT estimate of $70/SFT for deck replacement cost, and the additive cost of
$17.43/SFT (see Figure 9) for the stainless steel reinforcement alternative. The sensitivity
analysis accounted for the uncertainty in the service life, estimated at +/- 20 percent, and +/- 100
percent for the inflation adjusted discount rate. See Table 5.

Table 5. B01 of 11015 life cycle cost analysis summary, with costs in present value dollars (2011).
Bridge deck reinforcement type Epoxy Stainless Clad/ Stainless
Bid price for reinforcement per lb. $1.00 $3.21*
Initial construction cost $3,587,016 $3,947,690
Rehabilitation recurrence interval (variance +/- 20%) 60 years 100 years
Rehabilitation cost** $1,004,000 $271,000
Work zone user delay cost (ADT = 55,000) $432,000 $121,000
Real discount rate (variance +/- 100%) 2.7%, 2.7%
Salvage value $0 $0
Life cycle cost $4,591,000 $4,219,000
EUAC (over 100 year period) $49,350 $45,350
* Calculated from bid prices of stainless and stainless-clad reinforcement at $5.00/lb. and $1.75/lb.
respectively, and a ratio of 45/55 percent based on the steel reinforcement quantities.
** Deck replacement costs are $70/SFT for ECR and $87.43/SFT for stainless steel reinforcement.

The analysis result was independent of the discount rate (all cases favored the alternative), and
indicated a break-even point when the ECR bridge deck achieves a service life of 81 years,
which is considered unlikely (Clemena, 2002). Conversely, the break-even point for the stainless
and SCR alternative is when the material bid price exceeds 20 percent of the initial construction
cost. Table 6 summarizes LCCA results from eight bridges built with stainless steel
reinforcement.
Table 6. LCCA results of several bridges showing the break even scenario (LCCA savings at $0) both in years of
service life and material cost. The analysis included user delay costs.
ECR maintenance-free service Stainless steel reinforcement
Life Cycle Cost Savings
Bridge ID life break-even point (LCCA break-even point (LCCA
using stainless steel
(see Table 2) savings at $0), in years after savings at $0) as percentage of
reinforcement
construction construction cost
S09 of 82104 $229,880 71 28%
R12 of 33045 $458,750 75 24%
S19 of 82191 $199,080 100+ 22%
S22 of 82191 $211,820 95 26%
S01 of 82194 $233,860 100+ 8%
S27 of 82022 $174,090 58 44%
B01 of 11015 $372,000 81 20%
S05 of 13081 $201,890 100+ 16%
Average $260,200 85 24%

20
 Sustainability

Sustainability is generally defined as meeting the needs of people today, without consuming the
resources needed by people in future generations. Service life and sustainability are clearly
interrelated. AASHTO LRFD Specifications define service life as “The period of time that the
bridge is expected to be in operation” (subsection 1.2). For purposes of sustainability, service
life can be considered as the period of time that the bridge is expected to be in operation with
proper maintenance, but without any major rehabilitation. Increasing the rehabilitation interval
from 50 years to 100 or more years would greatly reduce the resources needed on an annual
basis.

Highway road and bridge construction account for over 13 percent (17.5 million metric tons CO2
equivalent) of the total construction industry annual greenhouse gas (GHG) emissions (U.S.
EPA, 2009). Put in another context, the 17.5 million metric tons of CO2 equivalent GHG
emissions represents the consumption of 782,000 gallons of fuel. Note that this total includes
only fossil fuel combustion and electricity use. Other life cycle components, such as emissions
from the production and transport of the materials used or waste disposed, are not included and
would add to the total impact. One report analyzed diesel and gasoline equipment use for several
construction project categories. By collecting extensive data from work sites over a large variety
of highway construction projects, the researchers found that bridge projects have the highest
average equipment use of 20,527 hours over the project lifetime (Kable, 2006). Average fuel
consumption for equipment use is estimated at 1.2 gallons per hour. Therefore fuel consumption
and GHG emissions for equipment used on a bridge project is estimated at 24,600 gallons and
516,000 lb. CO2 equivalent. The average passenger automobile emits 0.916 lb. of CO2 per mile
traveled (EPA, 2000). For a construction zone of one mile length, this net reduction in CO2
emissions would correspond to the equivalent of 560,000 vehicles, or for a stretch of highway
with an ADT of 56,000 vehicles per day, the daily emissions over a ten mile portion of the
highway. Thus elimination of a rehabilitation event over the life cycle of the structure has the
potential to save substantial greenhouse emissions.

A new bridge deck with stainless steel reinforcement and SCR may require some minor work
after 100 years of maintenance-free service life. Beyond that timeframe the deck would be
rehabilitated rather than reconstructed, salvaging or leaving the stainless steel reinforcement in
place, as the expected concrete deterioration mechanism would shift from corrosion of
reinforcement causing spalling to concrete damage from traffic wear and freeze/thaw action.
The stainless steel reinforcement and SCR would additionally be expected to last several decades
beyond the rehabilitation.

Conclusions

Stainless steel and SCR are highly resistant to corrosion and can provide more than 100 years of
bridge deck maintenance-free service life. The obvious drawback to more frequent use has been
the material cost. When considered as a portion of the construction cost, however, stainless steel
and SCR generally accounts for ten percent or less of the total, not including offsetting cost
savings from reduced concrete cover requirements.

21
Minimizing the construction cost is an important consideration, but the cost to maintain the
structure over its entire service life should be evaluated, including the impact to users. LCCA for
selected structures demonstrated a lower present value cost for the stainless steel and SCR
alternative, and a break-even point when the ECR bridge deck attains 85 years maintenance-free
service life. Conversely, the break-even point for the stainless and stainless-clad reinforcement
alternative is when the material costs exceed 24 percent of the construction cost. The LCCA
improves further when the cost savings realized from reduced concrete cover and utilization of
empirical bridge deck design are incorporated.

Appendix A contains the MDOT Bridge Design Manual subsection 7.04.02, Stainless Steel
Reinforcement, summarized here, which list the criteria bridge designers and scoping engineers
should consider for use of stainless steel and SCR:

1. When the additional expenditure for solid stainless reinforcement and SCR, including
cost savings from reduced cover requirements, is no more than eight percent of the
programmed structure cost.
2. For structures on interstate and highway routes where future repair and maintenance
would be very disruptive to traffic, and where mobility analysis defines the project as
significant, and mitigation measures to minimize travel delay are needed.
3. For bridges located over navigable waterways or protected wetlands sensitive to
environmental impact from construction activity.
4. Where the deck cross section is less than nine inches, due to local geometric restrictions
or in widening projects where the dead load is limited to the capacity of the existing
substructure. The standard cover requirement of three inches can be reduced to two
inches.
5. For bridges located over high volume railway lines where access and right of way
restrictions exist.

Use of stainless steel and stainless-clad steel for bridge deck construction is justified through life
cycle cost analysis, ensures a long life with low maintenance costs, and provides a more
sustainable solution. The challenge remains, however, to overcome the barriers to funding the
increased cost of using corrosion resistant materials.

22
 References
1. FHWA RD-01-156, “Corrosion Cost and Preventive Strategies in the United States,”
G.H. Koch, et.al. Turner-Fairbank Highway Research Center, McLean, VA, March 2002.
2. J. Frazer. “A Review of Electrochemical Principles as Applied to Corrosion of Steel in a
Concrete or Grout Environment,” Corrosion, Concrete, and Chlorides -- Steel Corrosion in
Concrete: Causes and Restraints, SP-102, pp. 13-24, American Concrete Institute, Detroit, 1987.
3. RAMBØLL Consulting Engineers inspection report, “Evaluation of the Stainless Steel
Reinforcement,” on behalf of Armin ox A/S, Vyborg, Denmark, March 1999.
4. P. Castro-Borges, et. al., "Performance of a 60-Year-Old Concrete Pier with Stainless
Steel Reinforcement," NACE Journal of Materials Performance, Vol. 41(10), 2002, p. 50.
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Testing of Steel Products,” ASTM International, West Conshohocken, PA, 2011, DOI:
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DOI: 10.1520/A0615_A0615M-09B, www.astm.org.
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Bridge Design Specifications, 5th Edition, Washington, D.C., 2010.
8. ASTM Standard G44, 2005, “Standard Practice for Exposure of Metals and Alloys by
Alternate Immersion in Neutral 3.5% Sodium Chloride Solution,” ASTM International, West
Conshohocken, PA, 2005, DOI: 10.1520/G0044-99R05, www.astm.org.
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Shapes,” ASTM International, West Conshohocken, PA, 2010, DOI: 10.1520/A0276-10,
www.astm.org.
10. Craftsman Book Company website, Get-A-Quote.net National Construction Estimator,
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11. ASTM Standard A955, 2011, “Standard Specification for Deformed and Plain Stainless-
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Division, Richmond, VA, March 2010.

23
17. ASTM Standard A1035, 2011, “Standard Specification for Deformed and Plain, Low-
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1502, Michigan State University, East Lansing, MI, January 2011.
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MDOT Bridge Operations Unit, Lansing, MI, October 2010.
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Preliminary Design of Bridges,” National Institute of Standards and Technology, Gaithersburg,
Maryland, September 2003.
29. G. Clemeña, “Testing Of Selected Metallic Reinforcing Bars For Extending The Service
Life Of Future Concrete Bridges: Summary Of Conclusions And Recommendations,” VTRC 03-
R7, Virginia Transportation Research Council, Charlottesville, VA, 2002.
30. P. Truitt, editor, U.S. EPA report, “Potential for Reducing Greenhouse Gas Emissions in the
Construction Sector,” U.S. Environmental Protection Agency, Washington, D.C., February 2009.
31. J. Kable, master’s thesis, “Collecting Construction Equipment Activity Data from Caltrans
Project Records,” University of California at Davis, Davis, CA, 2006.
32. U.S. Environmental Protection Agency, Average Annual Emissions and Fuel Consumption for
Passenger Cars and Light Trucks, EPA420-F-00-013, USEPA Office of Transportation and Air Quality,
Ann Arbor, MI, 2000.

24
 Appendix A

Excerpt of Michigan Bridge Design Manual

Section 07.04.02 Stainless Steel Reinforcement

25
7.04.02
Stainless Steel Reinforcement
(11-28-2011)
A. Criteria For Use
As an alternative to epoxy coated
reinforcement, stainless-clad and solid
stainless steel reinforcement should be
selectively used in bridge deck construction.
Designers will need to examine whether the
additional expenditure is warranted for
enhanced durability of the structure. The
designer should consider use of stainless-
clad and solid stainless reinforcement under
one or more of the following circumstances.
1. The additional expenditure for stainless-
clad and solid stainless reinforcement,
including cost savings from reduced cover
requirements, should be no more than eight
percent of the programmed structure cost.
2. For structures on trunkline roads where
future repair and maintenance would be very
disruptive to traffic and where mobility
analysis defines the project as significant
and mitigation measures to minimize travel
delay are needed (See Work Zone Safety
and Mobility Policy).
3. Over navigable waterways or protected
wetlands sensitive to environmental impact
from construction activity.
4. Where the deck cross section is less than
9 inches, due to local geometric restrictions
or in widening projects where the dead load
is limited to the capacity of the existing
substructure.
5. Bridges located over high volume railway
lines where access and right of way
restrictions exist.
26
7.04.02 (continued)
When using stainless-clad or solid stainless
steel reinforcement for new bridge deck
construction, the designer should consider
using empirical deck design when that type
of design reduces the amount of steel
reinforcement.
Combine stainless-clad reinforcement with
solid stainless reinforcement to optimize the
material costs.
B. Cost
In estimating the cost of stainless-clad and
solid stainless steel reinforcement, current
prices should be obtained from suppliers.
Stainless-clad and solid stainless steel
reinforcement costs are more volatile and
variable than for carbon steel and are
sensitive to bar length, diameter and the
waste when cutting from relatively short
stock bars. Prices may vary significantly
between suppliers.
C. Detailing and Availability
Stainless-clad and solid stainless steel
reinforcement is similar to normal carbon
steel reinforcement in the design, detailing
and construction process. Use stainless-clad
and solid stainless steel reinforcement in
both reinforcement mats in the bridge deck,
and in other locations as warranted.
Dissimilar metals contact, whether with
epoxy coated reinforcement, uncoated
reinforcement, or galvanized steel, is not
considered detrimental when embedded in
concrete. The standard cover requirement of
three inches can be reduced to two inches.
Stainless-clad reinforcement is available in
standard U.S. customary sizes of #5 or
greater, with maximum lengths of 40’-0”,
and available in Grade 60. Solid stainless
steel reinforcement is available in all
standard sizes and lengths, and available in
both Grade 60 and Grade 75.